Narrative:

During climb out, multiple system failures occurred due to electrical malfunction. Items inoperative: yaw damper, left probe heat (all), CDU's (both), fuel boost pumps, 'B' electric hydraulic pump, autopressurization, autoplt, equipment cooling, and some cabin lighting. All circuit breakers were normal as was the electrical panel except for light. #1 was inoperative. Started APU but could not change any power source. We headed back for mdw while talking with dispatch and maintenance control. They had no solutions. I also lost my flight instruments due to pitot probe icing (we were IMC in icing conditions). On final I took control of the aircraft to make the landing. Putting the gear down, I lost additional primary flight display, more lights and the antiskid light illuminated. I briefed him that I would fly at reference, land on the end, and would be very soft on the brakes. I touched down and did not even use brakes until below 60 KTS (reversers are a wonderful thing). Subsequently, I checked the operations and procedures manual and entered approximately weight with antiskid inoperative -- it showed a length in brackets. I'm not sure if the antiskid was inoperative or not -- aircraft would not take ground power when at the gate. I left an engine running (for lighting) while the passenger deplaned. There are no checklist procedures for the multiple failure that we experienced. Callback conversation with reporter revealed the following information: the reporter stated that maintenance and the chief pilot have given no response to the extensive reports filed on this incident. The reporter said the left AC and dc problem was expanded when it was discovered neither #2 generator nor the APU generator would power the left bus.

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Original NASA ASRS Text

Title: A B737-700 ON CLBOUT AT 8000 FT DECLARED A EMER AND DIVERTED DUE TO LOSS OF ENTIRE L AC AND DC BUSSES WITH NO BUS XFER FROM #2 OR APU.

Narrative: DURING CLBOUT, MULTIPLE SYS FAILURES OCCURRED DUE TO ELECTRICAL MALFUNCTION. ITEMS INOP: YAW DAMPER, L PROBE HEAT (ALL), CDU'S (BOTH), FUEL BOOST PUMPS, 'B' ELECTRIC HYD PUMP, AUTOPRESSURIZATION, AUTOPLT, EQUIP COOLING, AND SOME CABIN LIGHTING. ALL CIRCUIT BREAKERS WERE NORMAL AS WAS THE ELECTRICAL PANEL EXCEPT FOR LIGHT. #1 WAS INOP. STARTED APU BUT COULD NOT CHANGE ANY PWR SOURCE. WE HEADED BACK FOR MDW WHILE TALKING WITH DISPATCH AND MAINT CTL. THEY HAD NO SOLUTIONS. I ALSO LOST MY FLT INSTS DUE TO PITOT PROBE ICING (WE WERE IMC IN ICING CONDITIONS). ON FINAL I TOOK CTL OF THE ACFT TO MAKE THE LNDG. PUTTING THE GEAR DOWN, I LOST ADDITIONAL PRIMARY FLT DISPLAY, MORE LIGHTS AND THE ANTISKID LIGHT ILLUMINATED. I BRIEFED HIM THAT I WOULD FLY AT REF, LAND ON THE END, AND WOULD BE VERY SOFT ON THE BRAKES. I TOUCHED DOWN AND DID NOT EVEN USE BRAKES UNTIL BELOW 60 KTS (REVERSERS ARE A WONDERFUL THING). SUBSEQUENTLY, I CHKED THE OPS AND PROCS MANUAL AND ENTERED APPROX WT WITH ANTISKID INOP -- IT SHOWED A LENGTH IN BRACKETS. I'M NOT SURE IF THE ANTISKID WAS INOP OR NOT -- ACFT WOULD NOT TAKE GND PWR WHEN AT THE GATE. I LEFT AN ENG RUNNING (FOR LIGHTING) WHILE THE PAX DEPLANED. THERE ARE NO CHKLIST PROCS FOR THE MULTIPLE FAILURE THAT WE EXPERIENCED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THAT MAINT AND THE CHIEF PLT HAVE GIVEN NO RESPONSE TO THE EXTENSIVE RPTS FILED ON THIS INCIDENT. THE RPTR SAID THE LEFT AC AND DC PROB WAS EXPANDED WHEN IT WAS DISCOVERED NEITHER #2 GENERATOR NOR THE APU GENERATOR WOULD PWR THE L BUS.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.